Radar apparatus for detecting a direction of a center of a target

ABSTRACT

A radar apparatus of an automotive vehicle includes a radar unit which radiates an electromagnetic wave to a target in a forward direction of the vehicle and receives reflection beams from the target to detect the target. A scanning control unit performs a beam scanning of the radar unit to the target so that the reflection beams during the beam scanning are received. A center direction determining unit detects a distribution pattern of the received reflection beams with respect to respective scanning angles of the radar unit, performs a similarity approximation of the distribution pattern by using an antenna directional gain pattern of the radar unit to produce an approximated distribution pattern, and determines a direction of a center of the target based on a peak of the approximated distribution pattern.

BACKGROUND OF THE INVENTION

(1) Field of the Invention

The present invention generally relates to a scanning radar apparatus,and more particularly to a scanning radar apparatus of an automotivevehicle which detects a direction of a center of a target, such as anadvancing vehicle, by receiving reflection beams from the target.

(2) Description of the Related Art

In recent years, several types of radar devices for use in automotivevehicle have been developed in order to provide increased stability andoperability of the automotive vehicle. The radar devices are capable ofdetecting a relative distance between a target (such as an advancingvehicle) and the vehicle, and a relative velocity of the target to avehicle speed of the vehicle.

Japanese Laid-Open Patent Application No. 4-158293 teaches a radarapparatus which is one of the above-mentioned types. The radar apparatusutilizes a radar unit radiating a laser beam in order to detect a targetsuch as an advancing vehicle in a forward direction of the radarapparatus.

To make use of the radar apparatus of the above publication, reflectorsare mounted at a right-side rear end and a left-side rear end of theadvancing vehicle. The radar apparatus receives reflection laser beamsreflected off the reflectors of the advancing vehicle (the target). Theradar apparatus detects a distance of each of the reflectors bymeasuring the time for the radiation laser beam to return to the radarapparatus after it has been reflected off the advancing vehicle. Whenthe distances of the reflectors are detected to be the same, the radarapparatus determines a center scanning angle of the radar unit for acenter of the advancing vehicle by detecting a mid-point between twoscanning angles for the reflectors.

Another type is a radar apparatus utilizing a radar unit radiating anextremely high frequency (EHF) electromagnetic wave in order to detectthe target. However, in a case of the radar apparatus of this type, theradar apparatus receive reflection radar beams containing noises fromthe reflectors of the advancing vehicle, and the reflection of theradiation radar beam on the advancing vehicle is not uniform.

It is difficult for the above-mentioned radar apparatus to accuratelydetect a position of an end of the advancing vehicle by measuring thetime for the radiation radar beam to return to the radar apparatus afterit has been reflected off the advancing vehicle. It is practicallyimpossible for the above-mentioned radar apparatus to determine a centerscanning angle of the radar unit for a center of the advancing vehicleby detecting a mid-point between two scanning angles for the reflectorsas in the laser-beam radar apparatus.

Therefore, when the conventional radar apparatus utilizing the radarunit radiating the EHF electromagnetic wave is used, it is difficult toaccurately detect the direction of the center of the target.

SUMMARY OF THE INVENTION

An object of the present invention is to provide an improved radarapparatus in which the above-described problems are eliminated.

Another object of the present invention is to provide a radar apparatusof an automotive vehicle which accurately detects a direction of acenter of a target in a forward direction of the vehicle by performing asimilarity approximation using an antenna directional gain pattern of aradar unit.

Still another object of the present invention is to provide a radarapparatus of an automotive vehicle which accurately detects individualtargets in a forward direction of the vehicle by separately processingthe data of received reflection signals related to one target from thedata related to another when a plurality of adjacent targets are runningin parallel in the forward direction of the vehicle.

A further object of the present invention is to provide a radarapparatus of an automotive vehicle which easily and accurately detectsindividual targets in a forward direction of the vehicle by separatelyperforming a pairing of the data of received reflection signals relatedto one target and a pairing of the data of received reflection signalsrelated to another target when a plurality of targets in the forwarddirection of the vehicle are detected.

The above-mentioned objects of the present invention are achieved by aradar apparatus which includes: a radar unit which radiates anelectromagnetic wave to a target in a forward direction of the vehicleand receives reflection beams from the target to detect the target; ascanning control unit which performs a beam scanning of the radar unitto the target so that the reflection beams during the beam scanning arereceived; and a center direction determining unit which detects adistribution pattern of the received reflection beams with respect torespective scanning angles of the radar unit, performs a similarityapproximation of the distribution pattern by using an antennadirectional gain pattern of the radar unit to produce an approximateddistribution pattern, and determines a direction of a center of thetarget based on a peak of the approximated distribution pattern.

The radar apparatus of the present invention can determine a directionof a center of the target by performing the similarity approximationeven when the reflection of the radiation beam on the target is notuniform and noises are superimposed in the received reflection beams.Accordingly, it is possible for the radar apparatus of the presentinvention to accurately detect the direction of the center of the targetfor a center scanning angle of the radar unit.

BRIEF DESCRIPTION OF THE DRAWINGS

Other objects, features and advantages of the present invention willbecome more apparent from the following detailed description when readin conjunction with the accompanying drawings in which:

FIGS. 1A and 1B are block diagrams showing basic concepts of the presentinvention;

FIG. 2 is a block diagram of a radar apparatus in one embodiment of thepresent invention;

FIG. 3 is a flowchart for explaining a center direction determiningprocedure performed by the radar apparatus in FIG. 2;

FIG. 4 is a diagram showing a beam scanning of a radar unit to a targetwhich is performed by a radar scanning controller;

FIG. 5 is a diagram showing an ideal distribution pattern of receivedreflection beams in which no noise is superimposed;

FIG. 6 is a diagram showing an actual distribution pattern of receivedreflection beams in which noises are superimposed;

FIG. 7 is a diagram showing an antenna directional gain pattern withrespect to a scanning angle of the radar unit;

FIG. 8 is a diagram showing a similarity approximation of thedistribution pattern in FIG. 6 using the antenna directional gainpattern in FIG. 7;

FIG. 9 is a diagram showing a case in which a vehicle is running along acurved path and a target in the curve path is detected by the radarunit;

FIGS. 10A, 10B and 10C are diagrams for explaining a correction of acenter scanning angle in the case of FIG. 9;

FIG. 11 is a block diagram of a radar apparatus in another embodiment ofthe present invention;

FIG. 12 is a block diagram of a radar control unit of the radarapparatus of FIG. 11;

FIG. 13 is a block diagram of a radar signal processing part of theradar control unit in FIG. 12;

FIG. 14A is a diagram showing waveforms of radiation and reflectionsignals of the radar signal processing part in FIG. 13;

FIG. 14B is a diagram showing waveforms of beat signals of the radarsignal processing part in FIG. 13;

FIG. 15A is a diagram showing a spectrum level of an up-frequencydetermined by an FFT circuit in FIG. 13;

FIG. 15B is a diagram showing a spectrum level of a down-frequencydetermined by the FFT circuit in FIG. 13;

FIG. 16 is a diagram showing a range of a beam scanning of the radarunit in FIG. 11;

FIG. 17 is a diagram showing a relationship between a frequency of aradiation signal and a scanning angle of the radar unit in FIG. 11;

FIG. 18 is a diagram showing a case in which two targets are separatelyrunning with a distance along a straight path in a forward direction ofthe vehicle;

FIG. 19 is a diagram showing data of received reflection signals in thecase of FIG. 18;

FIG. 20 is a diagram showing a case in which two adjacent targets arerunning in parallel in a forward direction of the vehicle;

FIG. 21 is a diagram showing data of received reflection beams in thecase of FIG. 20;

FIG. 22 is a flowchart for explaining a control procedure performed bythe radar apparatus in FIG. 11;

FIG. 23 is a diagram showing a case in which the vehicle and the targetare separately running along a straight path with a relative distancebetween the vehicle and the target;

FIG. 24 is a diagram showing a case in which the vehicle and the targetare running in the same lane along a curved path;

FIG. 25 is a block diagram of a radar apparatus in a further embodimentof the present invention;

FIG. 26 is a diagram showing a beam scanning of the radar unit to twoseparate targets in the forward direction of the vehicle;

FIGS. 27A and 27B are diagrams showing spectrum levels of anup-frequency and a down-frequency determined for a range of the beamscanning in FIG. 26;

FIGS. 28A and 28B, 29A and 29B, and 30A and 30B are diagram showingspectrum levels of the up-frequency and the down-frequency determinedfor other ranges of the beam scanning in FIG. 26; and

FIGS. 31A and 31B are a flowchart for explaining a control procedureperformed by the radar apparatus in FIG. 25.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

A description will now be given of the preferred embodiments of thepresent invention with reference to the accompanying drawings.

FIG. 2 shows a radar apparatus in one embodiment of the presentinvention. This radar apparatus is installed on an automotive vehicle.

Referring to FIG. 2, the radar apparatus of the present embodimentcomprises a yaw rate sensor 10, an electronic control unit (ECU) 11, aradar scanning controller 12, a vehicle speed sensor 13 and a radar unit14. The radar apparatus of the present embodiment further includes analarm unit 15.

The yaw rate sensor 10 generates a yaw rate signal indicative of ameasured yaw rate of the vehicle by using an acceleration sensor havinga piezoelectric element, and supplies the yaw rate signal to the ECU 11.

The vehicle speed sensor 13 generates a vehicle speed signal indicativeof a measured vehicle speed of the vehicle, and supplies the vehiclespeed signal to the ECU 11.

The ECU 11 receives the vehicle speed signal from the vehicle speedsensor 13. The ECU 11 receives the yaw rate signal from the yaw ratesensor 10. The ECU 11 performs a filtering of the received yaw ratesignal and determines a yaw rate signal after the filtering isperformed. The ECU 11 determines a measured radius of curvature of apresent path along which the vehicle is presently running, by using thedetermined yaw rate signal and the vehicle speed signal.

By using the measured radius of curvature of the present path, the ECU11 is capable of providing an estimated radius of curvature of afollowing path along which the vehicle is about to run at a followingtime.

Further, the ECU 11 generates a scanning angle signal indicative of ascanning angle of the radar unit 14, and supplies the scanning anglesignal to the radar scanning controller 12. The radar unit 14 iscontrolled by the radar scanning controller 12 so that a beam radiationaxis of the radar unit 14 is moved to the target in accordance with thescanning angle signal from the ECU 11. Accordingly, the ECU 11 controlsthe radar unit 14 in accordance with the scanning angle signal throughthe radar scanning controller 12.

The radar unit 14 of the present embodiment is afrequency-modulation-continuous-wave (FMCW) radar unit which radiates anextremely high frequency (EHF) electromagnetic wave as a radiation beamto a target in a forward direction of the vehicle. A beam scanning ofthe radar unit 14 to the target is performed under the control of theradar scanning controller 12 by moving the radiation beam of the radarunit 14 across the target from the left to the right of the target onthe plane of a horizontal forward running direction of the vehicle.

The radar unit 14 supplies signals indicative of results of thedetection of the target to the ECU 10. These signals are generated bythe radar unit 14 by receiving reflection beams after the radiation beamhas been reflected off the target. In response to the signals from theradar unit 14, the ECU 10 is capable of determining a relative distancebetween the target and the vehicle and a relative velocity of the targetrelative to the vehicle speed of the vehicle.

As described above, the ECU 11 determines, in response to the receivedreflection beams, the relative distance and the relative velocityrelated to the target. By using the relative distance and the relativevelocity, the ECU 11 detects whether the vehicle is in a dangerouscondition with respect to the target. When it is determined that thevehicle is in a dangerous condition, the ECU 11 switches ON the alarmunit 15 in order to provide a warning of the dangerous condition to avehicle operator.

FIG. 3 shows a center direction determining procedure which is executedby the ECU 11 of the radar apparatus in FIG. 2 by using the yaw ratesensor 10, the vehicle speed sensor 13, the radar unit 14, and the radarscanning controller 12. This procedure is repeatedly executed by the ECU11 at intervals of a predetermined time.

Referring to FIG. 3, the ECU 11, at step S10, allows the radar scanningcontroller 12 to perform the beam scanning of the radar unit 14 to thetarget. The beam scanning is performed under the control of the radarscanning controller 12 by moving the radiation beam of the radar unit 14across the target from the left to the right of the target on the planeof the horizontal forward running direction of the vehicle.

The ECU 11, at step S12, detects a distribution pattern of receivedreflection beams with respect to respective scanning angles (θ) of theradar unit 14, based on the reflection beams received from the target.When the relative distances and the relative velocities related to thereceived reflection beams are detected to be the same, the ECU 11obtains a plotting of the distribution pattern of the receivedreflection beams with respect to the respective scanning angles of theradar unit 14.

FIG. 4 shows a beam scanning of the radar unit 14 to a target 20, whichis performed by the radar scanning controller 12. In FIG. 4, the radarscanning controller 12 moves the radiation beam of the radar unit 14across the target 20 from the left to the right on the plane of thehorizontal forward running direction of the vehicle. A scanning angle ofthe radar unit 14 is an angle between a direction of the beam radiationaxis of the radar unit 14 and the horizontal forward running directionof the vehicle. This angle is changed during the beam scanning.

During the beam scanning in FIG. 4, the beam radiation axis of the radarunit 14 is moved relative to the forward running direction of thevehicle across the target 20 from a left-side rear end of the target 20to a right-side rear end of the target 20. Detection of the receivedreflection beams from the target 20 starts when the beam radiation axisof the radar unit 14 is at a first scanning angle θ1 for the left-siderear end, and the detection of the received reflection beams ends whenthe beams radiation axis of the radar unit 14 is at a second scanningangle θ2 for the right-side rear end.

FIG. 5 shows an ideal distribution pattern of received reflection beamsin which no noise is superimposed. The distribution pattern of thereceived reflection beams in FIG. 5 is obtained if the beam scanning ofthe radar unit 14 is performed and the reflection of the radiation beamon the target 20 is ideal. However, the limits of a beam scanning rangewhen detecting the target in an actual case are not clear, and thereflection of the radiation beam on the target in such a case is notuniform and it is complicated.

FIG. 6 shows an actual distribution pattern of received reflection beamsin which noises are superimposed. The distribution pattern of thereceived reflection beams in FIG. 6 is obtained in an actual case. Asshown, the received reflection beams in the actual case contains noisessuperimposed therein due to the non-uniform reflection on the target.

Referring back to FIG. 3, after the step S12 is performed, step S14performs a smoothing of the distribution pattern of the receivedreflection beams. Influences of the noises in the actual distributionpattern are reduced by this smoothing.

After the step S14 is performed, step S16 performs a similarityapproximation of the distribution pattern by using an antennadirectional gain pattern of the radar unit 14. FIG. 7 shows the antennadirectional gain pattern for the respective scanning angles of the radarunit 14. FIG. 8 shows a similarity approximation of the distributionpattern in FIG. 6 using the antenna directional gain pattern in FIG. 7.

As shown in FIG. 8, when the similarity approximation is performed, anapproximated distribution pattern is produced from the distributionpattern of the received reflection beams after the smoothing, so that itis overlaid over the antenna directional gain pattern. Respectivecorrelations of the approximated distribution pattern and the antennadirectional gain pattern when the scanning angle θ is changed from thefirst scanning angle θ1 for the left-side rear end of the target 20 tothe second scanning angle θ2 for the right-side rear end of the target20 are calculated by the ECU 11.

After the step S16 is performed, step S18 determines a direction of acenter of the target 20 for a center scanning angle (θc) of the radarunit 14. As shown in FIG. 8, the direction of the center of the target20 is determined based on a peak of the approximated distributionpattern. Based on the direction of the center of the target 20, the ECU10 generates a signal indicating the direction of the center of thetarget 10 for the center scanning angle (θc) of the radar unit 14.

Even when the reflection of the radiation beam on the target is notuniform and noises are superimposed in the received reflection beams, acorrespondence between the distribution pattern of the receivedreflection beams and the antenna directional gain pattern can bedetected in the above manner.

Accordingly, the radar apparatus of the present embodiment can determinethe direction of the center of the target by performing the abovesimilarity approximation. It is possible for the radar apparatus of thepresent embodiment to accurately detect the direction of the center ofthe target for the center scanning angle θc of the radar unit.

After the step S18 is performed, step S20 detects whether the vehicle ispresently running along a curved path. The ECU 11 determines a radius(R1) of curvature of a present path along which the vehicle is presentlyrunning, by using a measured yaw rate signal (YAW) from the yaw ratesensor 10 and a measured vehicle speed signal (SPD) from the vehiclespeed sensor 12. The radius R1 of curvature of the present path isdetermined in accordance with the equation: R1=SPD/YAW. That is, theradius R1 of curvature of the present path is calculated by dividing themeasured vehicle speed SPD by the measured yaw rate YAW. By comparingthe determined radius R1 of curvature of the present path with apredetermined reference value, the ECU 11 detects whether the vehicle ispresently running along a curved path.

When the radius R1 of curvature of the present path is above thepredetermined reference value, it is determined that the vehicle is notpresently running along a curved path. At this time, the ECU 11generates a signal indicating the determined center scanning angle θc(the step S18) in order to detect a direction of the center of thetarget. Further, steps S26 and S28 which will be described later areperformed by the ECU 11. The center direction determining procedure inFIG. 3 ends after the steps S26 and S28 are performed.

On the other hand, when the radius R1 of curvature of the present pathis below the predetermined reference value, it is determined that thevehicle is presently running along a curved path.

When the result at the step S20 is affirmative (the vehicle is presentlyrunning along a curved path), step S22 is performed by the ECU 11. StepS22 detects whether a beam scanning range θw of the target is below areference range value (=2θvh). This discrimination is made to determinewhether the beam radiation axis of the radar unit 14 directed to thetarget when the center scanning angle is determined at the step S18 isexcessively slanting with respect to the horizontal forward runningdirection of the vehicle.

The ECU 11 at the step S22 determines the beam scanning range θw of thetarget by a difference between a lower limit of the scanning angle inthe level of the received reflection beams which is above a thresholdvalue and an upper limit of the scanning angle δ in the level of thereceived reflection beams which is above the threshold value.

The above reference range value 2θvh is determined by the followingequation.

2θvh=2·tan⁻¹(W/2·L)

where L is the measured relative distance of the target and W is a widthof the target. The width W of the target (the advancing vehicle) in thepresent case is about 2 meter. According to the above equation, thevalue of θvh, or ½ of the reference range value, corresponds to a beamscanning range of the radar unit 14 for ½ of the width of the advancingvehicle.

FIG. 9 shows a case in which a vehicle 25 is running along a curved pathand a target 30 in the curve path is detected by the radar apparatus ofthe vehicle 25.

In the case of FIG. 9, the beam radiation axis of the radar unit 14directed to the target 30 is excessively slanting with respect to thehorizontal forward running direction of the vehicle. FIG. 10A shows adistribution pattern of received reflection beams obtained in theslanting case of FIG. 9. The level of the received reflection beams inthe slanting case of FIG. 9 is the maximum when the beam radiation axisof the radar unit 14 is directed to the left-side rear end of the target30 as shown in FIG. 10A.

FIG. 10B shows a distribution pattern of received reflection beamsobtained in a normal case in which the beam radiation axis of the radarunit 14 directed to the target 30 accords with the horizontal forwardrunning direction of the vehicle.

As shown, a beam scanning range θw1 of the target 30 in the slantingcase of FIG. 10A is smaller than a beam scanning range θw2 in the normalcase of FIG. 10B. The above reference range value 2θvh used at the stepS22 is defined by an estimated value of the beam scanning range θw2 inthe normal case. Accordingly, when the vehicle 25 is running along thecurved path and the beam scanning range θw of the target is below thereference range value 2θvh, it is necessary to correct the centerscanning angle θc determined at the step S18.

When the result at the step S22 is affirmative (θw≦2θvh), step S24 isperformed by the ECU 11. Step S24 determines a corrected center scanningangle θc so as to eliminate an offset of the center scanning angle θcwhich is produced at the step S18 in the slanting case.

FIG. 10C shows a correction of a center scanning angle in the case ofFIG. 9. As shown in FIG. 10C, the corrected center scanning angle θc iscalculated by addition of a tentatively determined center scanning anglefor the mid-point of the lower limit “A1” and the upper limit “A2” andthe value of θvh (which is equal to ½ of the reference range valuecorresponding to the beam scanning range of the radar unit 14 for ½ ofthe width of the target). That is, the corrected center scanning angleθc in the case of FIG. 9 is determined at the step S24 by the followingequation.

θc=(A1+A2)/2+θvh

where A1 is the lower limit of the scanning angle, A2 is the upper limitof the scanning angle, and θvh is equal to ½ of the reference rangevalue of the radar unit 14.

Referring back to FIG. 3, after the step S24 is performed, step S26 isperformed by the ECU 11.

On the other hand, when the result at the step S22 is negative(θw>2θvh), the step S26 is performed and the step S24 (the correction ofthe center scanning angle) is not performed. At this time, the ECU 11generates a signal indicating the determined center scanning angle θc(the step S18) in order to detect a direction of the center of thetarget.

As described above, when the vehicle is running along a curved path andthe beam radiation axis of the radar unit directed to the target isslanting with respect to the forward direction of the vehicle, the radarapparatus of the present embodiment can eliminate the offset of thecenter scanning angle θc which is determined in the slanting case.Accordingly, it is possible for the present embodiment to accuratelydetect the center scanning angle θc of the radar unit for the center ofthe target in the slanting case also.

Step S26 detects whether the center scanning angle θc, which isdetermined at the step S18 or the step S24, meets the followingconditions.

θcv−θvh<θc<θcv+θvh θcv=sin⁻¹ (L/2·R1)

where θcv is a center scanning angle for a center of a roadway lane ofthe vehicle, L is the measured relative distance of the target, and R1is the radius of curvature of the present path. When the aboveconditions are met by the center scanning angle θc, it is determinedthat the target is in the roadway lane which is the same as that of thevehicle.

After the step S26 is performed, step S28 is performed by the ECU 11.Step S28 detects whether the vehicle is in a dangerous condition withrespect to the target, by receiving the relative distance and therelative velocity related to the target. When it is determined that thevehicle is in a dangerous condition, the ECU 11 switches ON the alarmunit 15 in order to provide a warning of the dangerous condition to avehicle operator. After the step S28 is performed, the center directiondetermining procedure in FIG. 3 ends.

FIG. 1A shows a radar apparatus according to a basic concept of thepresent invention. The basic concept of the present invention is alreadyapparent from the foregoing description of the above embodiment. Asshown in FIG. 1A, the radar apparatus includes a radar unit 16, ascanning control unit 17, and a center direction determining unit 18.

The radar unit 16 is constructed by the radar unit 14 of theabove-described embodiment in FIG. 2. The radar unit 16 radiates anelectromagnetic wave to a target in a forward direction of a vehicle andreceives reflection beams from the target to detect the target.

The scanning control unit 17 is constructed by the radar scanningcontroller 12 of the above embodiment in FIG. 2 and the step S10 of thecenter direction determining procedure executed by the ECU 11. Thescanning control unit 17 performs a beam scanning of the radar unit 16to the target so that the reflection beams during the beam scanning arereceived.

The center direction determining unit 18 is constructed by the steps S12through S18 in the center direction determining procedure executed bythe ECU 11. The center direction determining unit 18 detects adistribution pattern of the received reflection beams with respect torespective scanning angles of the radar unit 16. The determining unit 18performs a similarity approximation of the distribution pattern by usingan antenna directional gain pattern of the radar unit 16 to produce anapproximated distribution pattern. The determining unit 18 determines acenter scanning angle of the radar unit 16 for a center of the target bya scanning angle of the approximated distribution pattern correspondingto a peak of the antenna directional gain pattern.

Further, FIG. 1B shows a radar apparatus according to another basicconcept of the present invention. This basic concept of the invention isalso apparent from the foregoing description of the above embodiment. Asshown in FIG. 1B, this radar apparatus includes a correcting unit 19 inaddition to the units 16, 17 and 18 in FIG. 1A. In FIG. 1B, the elementswhich are the same as corresponding elements in FIG. 1A are designatedby the same reference numerals, and a description thereof will beomitted.

Referring to FIG. 1B, the correcting unit 19 is constructed by the stepsS20 through S24 in the center direction determining procedure executedby the ECU 11. The correcting unit 19 determines a corrected centerscanning angle from a reference range value corresponding to a beamscanning range of the radar unit 16 for a width of the target, and froma scanning angle of the radar unit 16 corresponding to a mid-point oflower and upper limits of the scanning angle in the distributionpattern, when the vehicle is running along a curved path and the beamscanning range is below the reference range value.

Further, the correcting unit 19 in FIG. 1B includes a unit for detectingwhether the vehicle is running along a curved path, by comparing aradius of curvature of a present path along which the vehicle ispresently running with a predetermined reference value. The radius ofcurvature is determined by using a measured yaw rate and a measuredvehicle speed.

Further, the correcting unit 19 includes a unit for detecting whether abeam radiation axis of the radar unit 16 directed to the target isslanting with respect to the forward direction of the vehicle.

Next, FIG. 11 shows a radar apparatus in another embodiment of thepresent invention.

Referring to FIG. 11, the radar apparatus is controlled by a radarcontrol unit 110 and a vehicle control unit 112 which are two separateelectronic control units (ECU). This radar apparatus is installed on anautomotive vehicle.

A steering angle sensor 114, a yaw rate sensor 116, and a vehicle speedsensor 118 are connected to inputs of the radar control unit (ECU) 110.The steering angle sensor 114 generates a signal indicative of asteering angle of a steering wheel (not shown) of the vehicle. The yawrate sensor 116 generates a signal proportional to an angular velocityof the vehicle about a center of gravity of the vehicle. The vehiclespeed sensor 118 generates a signal indicative of a vehicle speed of thevehicle.

The radar control unit (ECU) 110 is capable of providing an estimatedradius of a turning circle of the vehicle by receiving these signalsfrom the steering angle sensor 114, the yaw rate sensor 116 and thevehicle speed sensor 118.

A radar unit 120 is connected to an input of the radar control unit 110.An output of the radar control unit 110 is connected to a scanningcontroller 122.

The radar unit 120 of the present embodiment is afrequency-modulation-continuous-wave (FMCW) radar unit which radiates anextremely high 10 frequency (EHF) electromagnetic wave as the radiationbeam to a target in a forward direction of the vehicle. The radar unit120 has a rotating shaft 120a on which an antenna of the radar unit 120is rotatably supported. By rotating the radar unit 120 on the rotatingshaft 120a, the beam radiation axis of the radar unit 120 is changed.

A moving mechanism 124 is engaged with the radar unit 120 to move thebeam radiation axis of the radar unit 120. The operation of the movingmechanism 124 is performed by the scanning controller 122 through afeedback control. A scanning angle signal (θ) output from the radarcontrol unit 110 is supplied to the scanning controller 122. Thescanning controller 122 feedback-controls the moving mechanism 124 tomove the beam radiation axis of the radar unit 120 so that a scanningangle of the radar unit 120 is adjusted to be in accordance with ascanning angle indicated by the scanning angle signal (θ).

The radar control unit 110 controls a beam scanning of the radar unit120 to the target through the scanning controller 122 by increasing ordecreasing the scanning angle (θ) at a given period of time. By movingthe radiation beam of the radar unit 120 across the target from the leftto the right of the target on the plane of the horizontal forwardrunning direction of the vehicle, the beam scanning of the radar unit120 is carried out.

Signals related to the received reflection beams from the target aresupplied from the radar unit 120 to the radar control unit 110. Inresponse to these signals, the radar control unit (ECU) 110 detects thetarget in the forward direction of the vehicle. The results of thedetection of the target are supplied from the radar control unit 110 tothe vehicle control unit (ECU) 112.

An alarm unit 126, a brake unit 128, and a throttle valve 130 areconnected to outputs of the vehicle control unit 112. When the vehicleis detected to be in a dangerous condition with respect the target, thevehicle control unit 112 switches ON the alarm unit 126, controls thebrake unit 128, and/or controls the throttle valve 130, in order toprovide a warning of the dangerous condition to a vehicle operator anddecelerate the vehicle for safety.

FIG. 12 shows a construction of the radar control unit (ECU) 110 of theradar apparatus in FIG. 11.

The radar control unit 110 is essentially made up of a microcomputer. Asshown in FIG. 12, the radar control unit 110 comprises a scanning angledetermining part 132, a radar signal processing part 134, and a targetrecognition part 136.

The scanning angle determining part 132 determines a scanning angle ofthe radar unit 120, and supplies a scanning angle signal indicating thescanning angle to the scanning controller 122 as described above. In thescanning angle determining part 132, the scanning angle (θ) indicated bythe supplied scanning angle signal is changed in synchronism with acontrol timing of the radar signal processing part 134.

When any target is detected as a result of the beam scanning of theradar unit 120, the radar signal processing part 134 receives signals ofthe reflection beams of the target from the radar unit 120. In responseto these signals, the radar signal processing part 134 determines arelative distance between the target and the and the vehicle and arelative velocity of the target to the vehicle speed of the vehicle.Data of the relative distance and the relative velocity related to eachof a plurality of targets, and correlations between such data andrespective scanning angles with respect to each of the targets aregenerated by the radar signal processing part 134, and they are suppliedto the target recognition part 136. A construction of the radar signalprocessing part 134 will be described later with reference to FIG. 13.

When the relative distances, the relative velocities, and thecorrelations for the respective targets from the radar signal processingpart 134 are received, the target recognition part 136 generates a setof groups of recognition data, each group of the recognition datarelated to the relative distance, the relative velocity and thecorrelations of the same target. The target recognition part 136provides an estimated radius (R) of the turning circle of the vehiclebased on the signals output from the steering angle sensor 114, the yawrate sensor 116 and the vehicle speed sensor 118, as described above.

The radar apparatus of the present embodiment is characterized by thetarget recognition part 136 which separately generates each of groups ofthe recognition data of the relative distances, the relative velocities,and the correlations to the respective scanning angles, by using theestimated radius (R) of the turning circle of the vehicle, which areseparated from each other for one of the targets being detected.

FIG. 13 shows a construction of the radar signal processing part 134 inFIG. 12. As shown in FIG. 13, a radiation antenna 120b and a receivingantenna 120c are included in the radar unit 120. The radar signalprocessing part 134 comprises a carrier generator 138, frequencymodulation circuit 140, a modulation voltage generator 142, and adirectional coupler 144. These elements constitute a beam radiationportion of the FMCW radar unit. An output of the directional coupler 144is connected to the radiation antenna 120b of the radar unit 120.

The carrier generator 138 generates a carrier signal having a givenfrequency, and supplies this signal to the frequency modulation circuit140.

The modulation voltage generator 142 generates a modulation signal whoseamplitude is varied in a triangular form, and supplies this signal tothe frequency modulation circuit 140.

The frequency modulation circuit 140 performs a frequency modulation ofthe carrier signal output from the carrier generator 138 in accordancewith the triangular-form modulation signal output from the modulationvoltage generator 142. Thus, a modulated signal is generated at anoutput of the frequency modulation circuit 140.

FIG. 14A shows waveforms of radiation and reflection signals of theradar signal processing part 134 in FIG. 13. The waveform of theradiation signal indicated by a solid line in FIG. 14A shows a change inthe frequency of the modulated signal at the output of the frequencymodulation circuit 140. At a result of the above-mentioned frequencymodulation, the modulated signal is generated at the output of thefrequency modulation circuit 140.

As shown in FIG. 14A, the frequency of this modulated signal (theradiation signal) is varied in a triangular form. A frequency changewidth of the radiation signal is indicated by “dF”, and a modulationfrequency of the radiation signal is indicated by “fm” (fm=1/T where Tis a period of the amplitude change of the signal output by themodulation voltage generator 142). The modulated signal output from thefrequency modulation circuit 140 is supplied to the radiation antenna120b via the directional coupler 144, and this signal is supplied to amixer 146 (which will be described later) via the directional coupler144.

The radiation signal (the above modulated signal) supplied to theradiation antenna 120b is radiated as the radiation beams by the radarunit 120 to a target in a forward direction of the vehicle in accordancewith the scanning angle signal (θ). When there is the target in theforward direction of the vehicle, reflection signals which arereflection beams after the radiation beam has been reflected off thetarget are received at the receiving antenna 120c of the radar unit 120.

The receiving antenna 120c is connected to an input of the mixer 146.The radar signal processing part 134 comprises the mixer 146, anamplifier 148, a filter 150, and a fast-Fourier-transform (FFT) circuit152. These elements and the radar unit 120 constitute a beam receivingportion of the FMCW radar unit. In response to the reflection signalssupplied from the receiving antenna 120c, the radar signal processingpart 134 generates the data of the relative distance and the relativevelocity related to the target, through the radar signal processing.

The waveforms of reflection signals indicated by a dotted line and aone-dot chain line in FIG. 14A show changes of the frequencies of thereflection signals supplied from the receiving antenna 120c to the mixer146.

The mixer 146 performs a mixing of the radiation signal from thedirectional coupler 144 and the reflection signals from the receivingantenna 120c, and generates beat signals at an output of the mixer 146as a result of the mixing. Changes of the frequencies of the beatsignals at the output of the mixer 146 are in accordance with thedifferences between the radiation signal frequency and the reflectionsignal frequencies.

FIG. 14B shows waveforms of the beat signals generated in the radarsignal processing part 134 in FIG. 13. Hereinafter, as shown in FIGS.14A and 14B, a frequency of a beat signal generated at an “up period”during which the frequency of the radiation signal is increasing iscalled an up-frequency “fup”, and a frequency of a beat signal generatedat a “down period” during which the frequency of the radiation signal isdecreasing is called a down-frequency “fdwn”.

The beat signals generated at the output of the mixer 146 are suppliedto the filter 150 after they have been amplified by the amplifier 148.The beat signals from the amplifier 148 are separated by the filter 150into the beat signals of the up periods and the beat signals of the downperiods. These beat signals at the output of the filter 150 areseparately supplied to the FFT circuit 152.

Thus, the FFT circuit 152 determines a power spectrum of theup-frequency for the beat signals of the up periods through the fastFourier transform, and determines a power spectrum of the down-frequencyfor the beat signals of the down periods through the fast Fouriertransform.

FIG. 15A shows the spectrum level of the up-frequency determined by theFFT circuit 152 for the beat signals of the up periods when two targetsin the scanning range of the radar unit 120 are detected. FIG. 15B showsthe spectrum level of the down-frequency determined by the FFT circuit152 for the beat signals of the down periods in the same case.

In a case in which there are a plurality of targets in the scanningrange of the radar unit 120, different reflection signals from theindividual targets are received at the receiving antenna 120c. Differentbeat signals for the respective reflection signals of the targets aregenerated at the output of the mixer 146. Consequently, the spectrumlevel of the up-frequency determined by the FFT circuit 152 has aplurality of peaks, such as “FMu1” and “FMu2” in FIG. 15A, and thespectrum level of the down-frequency determined by the FFT circuit 152has a plurality of peaks, such as “FMd1” and “FMd2” in FIG. 15B.

Generally, there is a phase difference between the radiation signaloutput by the radiation antenna 120b and the reflection signal receivedby the receiving antenna 120c, and this phase difference is proportionalto the time for the signals to be transmitted over the distance betweenthe vehicle and the target.

When the relative velocity of the target is zero (the speed of thetarget is equal to the vehicle speed of the vehicle), no Doppler shiftof the frequency of the reflection signal takes place. The waveform ofthe reflection signal in this case which shows the change of thefrequency of the reflection signal supplied to the mixer 146 is asindicated by the one-dot chain line in FIG. 14A. As shown, the waveformof the reflection signal in this case (the one-dot chain line) isdescribed by translating the waveform of the radiation signal (the solidline) in a direction parallel to the time axis “t”.

Therefore, when the relative velocity of the target is zero, theup-frequency fup of the beat signal is the same as the down-frequencyfdwn of the beat signal (fup=fdwn), which is indicated by the one-dotchain line in FIG. 14B. Each value of the up-frequency fup and thedown-frequency fdwn in the present case is proportional to the relativedistance between the target and the vehicle.

On the other hand, when the relative velocity (Vr) of the target isgreater or smaller than zero (the target moves away from the vehicle orthe vehicle approaches the target), a Doppler shift of the frequency ofthe reflection signal proportional to the relative velocity Vr takesplace. For example, when the relative velocity Vr is smaller than zero,the frequency of the reflection signal in this case is shifted to afrequency higher than the frequency of the radiation signal due to theDoppler shift.

Since the Doppler shift occurs in the present case, the waveform of thereflection signal which shows the change of the frequency of thereflection signal supplied to the mixer 146 is that indicated by thedotted line in FIG. 14A. As shown, the waveform of the reflection signalin this case (the dotted line) is described by translating the waveformof the radiation signal (the solid line) both in a direction parallel tothe time axis “t” and in a direction parallel to the frequency axis “f”.

When the relative velocity Vr is smaller than zero and the frequency ofthe reflection signal is shifted to the higher frequency as in FIG. 14A,the up-frequency fup of the beat signal is reduced and thedown-frequency fdwn of the beat signal is enlarged, which is indicatedby the dotted line in FIG. 14B. Each value of the up-frequency fup andthe down-frequency fdwn in the present case contains a Doppler shiftcomponent which is superimposed in the beat signal.

In the present case, an average of the up-frequency and thedown-frequency is determined by

fr=(fup+fdwn)/2  (1)

By obtaining the average fr by the above Equation (1), the Doppler shiftcomponents of the up-frequency fup and the down-frequency fdwn in theaverage fr are canceled by each other. It is possible to obtain theaverage fr of the up-frequency and the down-frequency which isproportional to the relative distance between the target and the vehiclesince it contains no Doppler shift component.

Further, in the present case, a value fd of ½ of a difference betweenthe up-frequency fup and the down-frequency fdwn is determined by

fd=(fdwn−fup)/2  (2)

By obtaining the value fd by the above Equation (2), an average of thesum of the Doppler shift components of the up-frequency fup and thedown-frequency fdwn is determined. It is possible to obtain the value fdwhich is equivalent to the Doppler shift component of each of theup-frequency and the down-frequency due to the relative velocity of thetarget.

In the present embodiment, the following relationships are met,supposing that a target in the scanning range of the radar unit 120 isdetected, the relative distance of the target being indicated by L, andthe relative velocity of the target being indicated by Vr.

fr=4fm·dF·L/c  (3)

fd=2Vr·fo/c  (4)

where fo is a central frequency of the modulation signal output by themodulation voltage generator 142, fm is a frequency of the modulatedsignal output by the frequency modulation circuit 140, dF is thefrequency change width of the modulated signal, and c is the travelspeed of the electromagnetic wave.

Therefore, if the peaks of the spectrum levels of the up-frequency andthe down-frequency of the beat signals are determined by the FFT circuit152, the values of the “fr” and the “fd” can be obtained by using theabove Equations (1) and (2). Further, the values of the relativedistance L and the relative velocity Vr related to the target can beobtained by substituting the values of the “fr” and the “fd” into theabove Equations (3) and (4).

As described above, the moving mechanism 124 is feedback-controlled bythe scanning controller 122 to move the beam radiation axis of the radarunit 120, so that the scanning angle of the radar unit 120 is adjustedto be in accordance with the scanning angle signal (θ) output from theradar control unit 110.

FIG. 16 shows a range of the beam scanning of the radar unit 120, whichis predetermined on a vehicle 54 in which the radar apparatus of thepresent embodiment in FIG. 11 is incorporated.

Referring to FIG. 16, when the beam scanning of the radar unit 120 tothe target is performed, the radiation beam of the radar unit 120 ismoved by the scanning controller 122 across the target from the left tothe right or vice versa on the plane of the horizontal forward runningdirection of the vehicle 54. As described above, the scanning angle (θ)of the radar unit 120 is the angle between the direction of the beamradiation axis of the radar unit 120 and the horizontal forward runningdirection of the vehicle 54. As shown in FIG. 16, the scanning angle (θ)is changed from −10° to +10° or vice versa during the beam scanning ofthe radar unit 120, and the horizontal forward running direction of thevehicle 54 accords with the direction of the scanning angle 0°. Thescanning angle θ is negative (or smaller than zero) when the radiationbeam of the radar unit 120 covers a range on the left side of thetarget, and the scanning angle θ is positive (or greater than zero) whenthe radiation beam of the radar unit 120 covers a range on the rightside of the target.

FIG. 17 shows a relationship between the frequency f of the radiationsignal and the scanning angle θ of the radar unit 120 in FIG. 11. Asdescribed above, the scanning angle θ supplied by the scanning angledetermining part 132 is changed in synchronism with the control timingof the radar signal processing part 134.

More specifically, in the radar apparatus of the present embodiment, thescanning angle θ is changed by 0.5° when the frequency f of theradiation signal is changed for one period. In addition, in the radarapparatus of the present embodiment, the beam scanning of the radar unit120 during which the scanning angle θ is changed from −10° to +10° orvice versa is repetitively performed for every 100 milliseconds (msec).

In the radar control unit 110 of the present embodiment, thecalculations of the values of the “fr” and the “fd” using the aboveEquations (1) and (2) and the calculations of the values of the relativedistance L and the relative velocity Vr related to the target by usingthe values of the “fr” and the “fd” and the above Equations (3) and (4)are repetitively carried out each time the scanning angle θ is changedby 0.5° for every 2.5 msec. Also, the beam scanning of the radar unit120 is repetitively carried out through the scanning controller 122 eachtime the scanning angle θ is changed by 0.5°.

Accordingly, in the present embodiment, the range of the beam scanningof the radar unit 120 in FIG. 16 (in which the scanning angle θ ischanged from −10° to +10°) is divided into forty subsections, thecalculated values of the “fr” and the “fd” and the calculated values ofthe relative distance L and the relative velocity Vr related to thetarget are obtained for each subsection (corresponding to 2.5 msec) ofthe beam scanning of the radar unit 120. Thus, in the presentembodiment, for every 100 msec during which the beam scanning of theradar unit 120 to the target is completed, forty sets of the peaks ofthe spectrum levels of the up-frequency and the down-frequency (as inFIGS. 15A and 15B), corresponding to respective forty scanning angles θ,are determined by the FFT circuit 152, and forty sets of the calculatedvalues of the “fr” and the “fd” and the calculated values of therelative distance L and the relative velocity Vr related to the target,corresponding to the respective forty sets of the peaks, are obtained bythe radar signal processing part 134. These calculated values which arerelated to the respective scanning angles θ are supplied from the radarsignal processing part 134 to the target recognition part 136.

FIG. 18 shows a case in which two targets T1 and T2 (which are advancingvehicles) are separately running with a distance along a straight pathin a forward direction of the vehicle 54. In FIG. 18, the target T1 isrunning forwardly in a roadway lane which is the same as a roadway laneof the vehicle 54. The target T2 is running forwardly in a roadway lanewhich is different from and adjacent to the roadway lane of the vehicle54, and the target T2 is advancing forward from the target T1.

FIG. 19 shows data of received reflection signals at the input of thetarget recognition part 136 of the radar apparatus on the vehicle 54, inthe case of FIG. 18. The data of the received reflection signals in FIG.19 includes a plurality of plots of the relationship between thescanning angle (θ) and the relative distance (L) related to each of thetarget T1 and the target T2.

As shown in FIG. 19, a group of plots of the data of the receivedreflection signals related to the target T2 gathers in an area in whichthe relative distance L is large. A different group of plots of the dataof the received reflection signals related to the target T1 gathers in aseparate area in which the relative distance L is small. In the presentcase, as shown in FIG. 19, it is possible to easily distinguish thegroup of the plots related to the target T2 and the group of the plotsrelated to the target T1 with respect to each of the relative distance Land the relative velocity Vr.

FIG. 20 shows a case in which two adjacent targets T1 and T2 (which areadvancing vehicles) are running in parallel along a straight path in theforward direction of the vehicle 54. There is no substantial distancebetween the target T1 and the target T2 along the straight path. In FIG.20, the target T1 is running forwardly in the roadway lane which is thesame as the roadway lane of the vehicle 54. The target T2 is runningforwardly in the adjacent roadway lane which is different from to theroadway lane of the vehicle 54. In the present case, the target T1 andthe target T2 are advancing in parallel forward from the vehicle 54.

FIG. 21 shows data of received reflection beams at the input of thetarget recognition part 136 of the radar apparatus on the vehicle 54, inthe case of FIG. 20. The data of the received reflection signals in FIG.21 includes a plurality of plots of the relationship between thescanning angle (θ) and the relative distance (L) related to both thetarget T1 and the target T2.

As shown in FIG. 21, a group of plots of the data of the receivedreflection signals related to the target T2 and a group of plots of thedata of the received reflection signals related to the target T1 gatherin a single area in which the respective relative distances L aresubstantially the same. In the present case, as shown in FIG. 21, it isdifficult to distinguish the group of the plots related to the target T2and the group of the plots related to the target T1 with respect to eachof the relative distance L and the relative velocity Vr.

The radar apparatus of the present embodiment is characterized by thetarget recognition part 136 which allows the radar control unit 110 toeasily distinguish the group of the recognition data related to thetarget T2 and the group of the recognition data related to the target T1with respect to each of the relative distance L and the relativevelocity Vr, even in the case of FIGS. 20 and 21.

FIG. 22 shows a control procedure performed by the target recognitionpart 136 of the radar control unit (ECU) 110 in FIG. 12. This controlprocedure is performed in order to achieve the above-mentioned functionof the target recognition part 136. The control procedure in FIG. 22 isstarted for every 100 msec needed for one beam scanning of the radarunit 120 to be performed by changing the scanning angle θ from −10° to+10° or vice versa.

When the control procedure in FIG. 22 is started, the target recognitionpart 136 of the ECU 110, at step S40, detects whether a target in theroadway lane which is the same as that of the vehicle 54 has beendetected at a preceding cycle of the control procedure.

The radar apparatus of the present embodiment can determine the relativedistance L of the target to the vehicle 56 if a target in the scanningrange of the radar unit 120 in the forward direction of the vehicle 56is detected. The determination as to whether the target is in theroadway lane which is the same as that of the vehicle 54 is performed atthe step S40 as follows.

FIG. 23 shows a scanning range of the radar unit 120 when the vehicle 54and a target 56 are separately running along a straight path with arelative distance L between the vehicle 54 and the target 56. If theforward direction of the target 56 accords with the forward direction ofthe vehicle 54, the scanning angle θ of the radar unit 120 meets thefollowing condition:

−tan⁻¹ (W/2L)≦θ≦tan⁻¹ (W/2L)

where L is the relative distance between the vehicle 54 and the target56, and W is a width of the target 56.

AS previously described, the value of θvh (which is ½ of the referencerange value) corresponds to the beam scanning range of the radar unit120 for ½ of the width W of the target.

FIG. 24 shows a case in which the vehicle 54 and the target 56 arerunning in the same lane along a curved path with a relative distance Lbetween the vehicle 54 and the target 56. A radius R of curvature of thecurved path and the relative distance of the target 56 are determined bythe radar apparatus of the present embodiment. The determination as towhether the target 56 is in the roadway lane which is the same as thatof the vehicle 54 is performed depending on whether the center scanningangle θc of the radar unit 120 for the center of the target 56 meets thefollowing conditions:

θcv−K·θvh<θc<θcv+K·θvh  (5)

where K is a predetermined coefficient of the radar apparatus.

Referring back to FIG. 22, when the result at the step S40 isaffirmative, it is determined that the target 56 in the roadway lanewhich is the same as that of the vehicle 54 has been detected at thepreceding cycle of the control procedure. At this time, step S41 isperformed next.

On the other hand, when the result at the step S40 is negative, it isdetermined that the target 56 in the roadway lane which is the same asthat of the vehicle 54 has not been detected at the preceding cycle ofthe control procedure. At this time, step S46 is performed next, andsteps S41 through S45 are not performed.

Step S41 detects whether the recognition data related to the target 56in the scanning range of the radar unit 120 in which the target 56 hasbeen detected at the preceding cycle is detected at the present cycle.

When no recognition data related to the target 56 in the scanning rangeof the radar unit 120 is detected at the present cycle (the result atthe step S41 is negative), it is determined that the target 56,previously detected to be in the roadway lane of the vehicle 54, hasbeen moved to a different roadway lane. At this time, step S46 isperformed next, and steps S42 through S45 are not performed.

When the result at the step S41 is affirmative, it is determined thatthe recognition data related to the target 56 in the scanning range ofthe radar unit 120 in which the target 56 has been detected at thepreceding cycle is detected at the present cycle. At this time, step S42is performed next.

Step S42 detects whether the relative distance L of the target 56presently determined at the present cycle is approximate to the relativedistance L of the target 56 previously determined at the precedingcycle. As described above, the control procedure of FIG. 22 is performedfor every 100 msec. When the relative distance L of the target 56presently determined at the present cycle is considerably different fromthe relative distance L of the target 56 previously determined at thepreceding cycle, it is determined that the recognition data of thetarget 56 presently detected at the present cycle is defective.

Therefore, when the result at the step S42 is negative, it is determinedthat the recognition data of the target 56 presently detected at thepresent cycle is defective. At this time, step S46 is performed next,and steps S43 through S45 are not performed.

On the other hand, when the result at the step S42 is affirmative, it isdetermined that the relative distance L of the target 56 presentlydetermined at the present cycle is correct. At this time, step S43 isperformed next. Step S43 detects whether the range of the scanning angleof the radar unit 120 presently detected at the present cycle isconsiderably greater than the range of the scanning angle of the radarunit 120 previously detected at the preceding cycle.

When the result of the step S43 is affirmative, it is determined thatanother target has presently moved into or approached a roadway laneadjacent to the roadway lane of the target 56 in the range of thescanning angle of the radar unit 120 previously detected at thepreceding cycle. Because of the above change, a group of plots of thedata of the received reflection signals related to the other target anda group of plots of the data of the received reflection signals relatedto the target 56 may gather in a single area in which the relativedistances L are substantially the same. At this time, step S44 isperformed next.

Step S44 reads out the group of the plots of the data of the receivedreflection signals related to the target 56 in the range of the scanningangle previously detected preferential to that in the range of thescanning angle presently detected. After the step S44 is performed, stepS46 is performed.

On the other hand, when the result at the step S43 is negative, it isdetermined that the range of the scanning angle presently detected atthe present cycle is not considerably greater than the range of thescanning angle previously detected at the preceding cycle. At this time,step S45 is performed next. Step S45 reads out the group of the plots ofthe data of the received reflection signals in the range of the scanningangle presently detected at the present cycle. After the step S45 isperformed, step S46 is performed.

Step S46 reads out the group of the plots of the data of the receivedreflection signals related to another target which is detected to be inanother roadway lane which is different from the roadway lane of thevehicle 54.

After the step S46 is performed, step S47 is performed. Step S47 storesall the groups of the plots of the read-out data of the receivedreflection signals in a memory of the target recognition part 136 of theradar control unit (ECU) 110.

After the step S47 is performed, step S48 is performed. Step S48calculates the values of the relative distances L and the relativevelocities Vr related to the targets from the stored data for each ofthe groups of the plots.

In the above-described embodiment, it is possible to accurately detectindividual targets in a forward direction of the vehicle by separatelyprocessing the data of received reflection signals related to one targetfrom the data related to another even when two or more targets areadjacent to each other and running in parallel in the forward directionof the vehicle.

Next, FIG. 25 shows a radar apparatus in a further embodiment of thepresent invention. In FIG. 25, the elements which are the same ascorresponding elements in FIG. 11 are designated by the same referencenumerals, and a description thereof will be omitted.

Referring to FIG. 25, the radar apparatus of the present embodimentincludes a radar control unit 210 which is an electronic control unit(ECU) for controlling the radar apparatus including the scanningcontroller 122 and the radar unit 120. This radar apparatus is installedon an automotive vehicle.

The radar control unit 210 of the present embodiment has a constructionwhich is essentially the same as the construction of the radar controlunit 110 shown in FIG. 12. This radar control unit 210 comprise thescanning angle determining part 132, the radar signal processing part134 and the target recognition part 136 which are the same as those ofthe radar control unit 110 previously described with reference to FIG.12.

The results of the detection of targets from the radar control unit 210are supplied to the vehicle control unit (ECU) 112. Similarly to thevehicle control unit 112 in FIG. 11, the alarm unit 126, the brake unit128 and the throttle valve 130 are connected to outputs of the vehiclecontrol unit 112 of the present embodiment. These units provide awarning of a dangerous condition to a vehicle operator and deceleratesthe vehicle for safety.

The radar apparatus of the present embodiment is characterized by theradar control unit 210 which carries out a control procedure. Thiscontrol procedure will be described later.

The radar signal processing part 134 of the present embodiment has aconstruction which is essentially the same as that of the radar signalprocessing part 134 shown in FIG. 13. This radar signal processing part134 comprises the carrier generator 136, the frequency modulationcircuit 140, the modulation voltage generator 142, the directionalcoupler 144, the mixer 146, the amplifier 148, the filter 150 and theFFT circuit 152 which are the same as those of the radar signalprocessing part 134 previously described with reference to FIG. 13.

In the present embodiment, when the spectrum level peaks of theup-frequency and the down-frequency of the beat signals as shown inFIGS. 15A and 15B are determined by the FFT circuit 152 of the radarcontrol unit 210, a pairing of the peaks FMu1 and FMd1 is performed sothat the values of the relative distance L and the relative velocity Vrrelated to one target can be obtained by using the above Equations(1)-(4). Further, a pairing of the peaks Fmu2 and FMd2 is performed, andthe values of the relative distance L and the relative velocity Vrrelated to another target can be obtained by using the above Equations(1)-(4).

As previously described with reference to FIGS. 16 and 17, in thepresent embodiment, the entire range of the beam scanning of the radarunit 120 in FIG. 16 is divided into forty subsections, the calculatedvalues of the relative distance L and the relative velocity Vr relatedto one target are obtained for each subsection (corresponding to 2.5msec). In the present embodiment, for every 100 msec during which thebeam scanning of the radar unit 120 is performed, forty sets of thespectrum level peaks of the up-frequency and the down-frequency,corresponding to respective forty scanning angles θ, are determined bythe FFT circuit 152, and forty sets of the calculated values of therelative distance L and the relative velocity Vr related to the targetare obtained by the radar signal processing part 134. These calculatedvalues which are related to the respective scanning angles θ aresupplied from the radar signal processing part 134 to the targetrecognition part 136.

FIG. 26 shows a beam scanning of the radar unit 120 to two targets 50and 52 in the forward direction of the vehicle. The target 50 is a fixedpole on a roadway in the forward direction of the vehicle. The target 52is an advancing vehicle running along the roadway in the forwarddirection of the vehicle.

As described above, a set of the spectrum level peaks of theup-frequency and the down-frequency is determined for a range of thescanning angle θ corresponding to one subsection is determined. In FIG.26, boundary lines of each range of the scanning angle for onesubsection are indicated by solid lines, and a pair of boundary lines ofa width of electromagnetic waves for the beam scanning directed to onesubsection are indicated by dotted lines.

In FIG. 26, when the beam radiation axis of the radar unit 120 is movedfrom the leftmost boundary line to the next boundary line for onesubsection (corresponding to a 0.5° change in the scanning angle θ), arange of the beam scanning indicated by “C1” is performed. Further, whenthe beam radiation axis of the radar unit 120 is moved for a further0.5° change in the scanning angle θ, adjacent ranges of the beamscanning indicated by “C2”, “C3” and “C4” are subsequently performed.These ranges “C1” through “C4” of the beam scanning overlap the adjacentones. If a target is located near a boundary line between two adjacentranges of the beam scanning, it is possible that the spectrum levelpeaks of the up-frequency and the down-frequency related to the sametarget be determined from each data of the reflection signals detectedin the two ranges of the beam scanning.

In the beam scanning of FIG. 26, the target 50 is located near theboundary line between the range C1 and the range C2. The spectrum levelpeaks related to the target 50 are determined from each of the data ofthe reflection signals detected in the range C1 and the data of thereflection signals detected in the range C2. Further, the target 52 islocated near the boundary line between the range C2 and the range C3,and the spectrum level peaks related to the target 52 are determinedfrom each of the data of the reflection signals detected in the range C2and the data of the reflection signals detected in the range C3.

FIGS. 27A and 27B show spectrum levels of the up-frequency and thedown-frequency determined for the range “C1” of the beam scanning inFIG. 26. As shown in FIG. 27A, a spectrum level peak “Su50” of theup-frequency related to the target 50 is determined from the data of thereflection signals for the range C1. As shown in FIG. 27B, a spectrumlevel peak “Sd50” of the down-frequency related to the target 50 isdetermined from the data of the reflection signals for the range C1.Since the target 50 is the fixed pole, the relative velocity between thevehicle and the target 50 is considerably great. The frequency of thepeak Sd50 is considerably separated from the frequency of the peak Su50.

FIGS. 28A and 28B show spectrum levels of the up-frequency and thedown-frequency determined for the range “C2” of the beam scanning inFIG. 26. As shown in FIG. 28A, a spectrum level peak “Su52” of theup-frequency related to the target 52 and the spectrum level peak Su50are determined from the data of the reflection signals for the range C2.As shown in FIG. 28B, a spectrum level peak “Sd52” of the down-frequencyrelated to the target 52 and the spectrum level peak Sd50 are determinedfrom the data of the reflection signals for the range C2. Since thetarget 52 is running in advance of the vehicle, the relative velocitybetween the vehicle and the target 52 is not considerably great. Thedifference between the frequency of the peak Su52 and the frequency ofthe peak Sd52 is relatively small.

FIGS. 29A and 29B show spectrum levels of the up-frequency and thedown-frequency determined for the range “C3” of the beam scanning inFIG. 26. As shown in FIG. 29A, only the spectrum level peak Su52 of theup-frequency is determined from the data of the reflection signals forthe range C3. As shown in FIG. 27B, only the spectrum level peak Sd52 ofthe down-frequency is determined from the data of the reflection signalsfor the range C3.

FIGS. 30A and 30B show spectrum levels of the up-frequency and thedown-frequency determined for the range “C4” of the beam scanning inFIG. 26. As shown, no spectrum level peak is determined from the data ofthe reflection signals for the range C4.

When a single set of the spectrum level peaks of the up-frequency andthe down-frequency is determined as in the case of FIGS. 27A and 27B orFIGS. 29A and 29B, the values of the relative distance L and therelative velocity Vr related to the target can be easily and accuratelycalculated by using the above Equations (1)-(4).

However, a plurality of sets of the spectrum level peaks of theup-frequency and the down-frequency related to a plurality of targetsare determined as in the case of FIGS. 28A and 29B, it is difficult toaccurately calculate the values of the relative distance L and therelative velocity Vr related to each target. In order to easily obtainaccurate values of the relative distance L and the relative velocity Vrfor each target, it is necessary to suitably perform a pairing of thespectrum level peaks related to the target and a pairing of the spectrumlevel peaks related to another target.

In the radar control unit 210 of the present embodiment, a pairing ofthe spectrum level peaks related to one target and a pairing of thespectrum level peaks related to another target are selectively performedbased on the data of the scanning angle.

FIGS. 31A and 31B show a control procedure which is performed by theradar control unit 210 of the radar apparatus in FIG. 25. This controlprocedure is performed in order to achieve the above-mentioned functionof the radar control unit 210. The control procedure in FIGS. 31A and31B is started for every 100 msec needed for one beam scanning of theradar unit 120 to be performed by changing the scanning angle θ from−10° to +10° or vice versa.

Referring to FIG. 31A, the radar control unit 210, at step S60,increments a counter i (i←i+1). The counter i indicates a specific rangeof the beam scanning of the radar unit 120 for one of forty subsections.When the radar control unit 210 is in an initial condition, the counteri is reset to zero.

After the step S60 is performed, step S61 detects whether the data ofthe reflection signals for the range “i” indicated by the counter i isinput.

When the inputting of the data is not completed, the result at the stepS61 is negative. At this time, the step S61 is repeated until theinputting of the data is completed.

When the result at the step S61 is affirmative, step S62 is performed.Step S62 performs the radar signal processing of the data of thereflection signals for the range of the beam scanning so that thespectrum level peaks of the up-frequency and the down-frequency for thatrange are determined.

After the step S62 is performed, step S63 is performed. Step S63 detectswhether the number of peaks included in the spectrum level data for oneof the up-frequency and the down-frequency is greater than one.

When the result at the step S63 is negative, step S66 is performed andsteps S64 and S65 are not performed. At this time, a single set of thespectrum level peaks of the up-frequency and the down-frequency can beeasily and accurately determined as in the case of FIGS. 27A and 27B orFIGS. 29A and 29B.

When the result at the step S63 is affirmative, step S64 is performed.At this time, a plurality of sets of the spectrum level peaks of theup-frequency and the down-frequency related to a plurality of targetsare determined as in the case of FIGS. 28A and 28B. Step S64 performs apairing of the spectrum level peaks related to the target and a pairingof the spectrum level peaks related to another target on the order ofthe frequency of each peak.

After the step S64 is performed, step S65 detects whether a correlationfactor of the spectrum level peaks of each set is above a thresholdvalue αth.

The correlation factor is determined based on the shape of the spectrumlevel chart for the spectrum level peaks of each pair. When the spectrumlevel peaks are related to the same target, the correlation factor isset at a relatively great value. On the other hand, when the spectrumlevel peaks are related to different targets, the correlation factor isset at a relatively small value. At this time, the result at the stepS65 is negative.

When the result at the step S65 is affirmative, it is determined thatthe pairings of the spectrum level peaks related to the plurality oftargets are suitably performed. At this time, step S66 is performed.Step S66 determines the values of the relative distance L and therelative velocity Vr related to each target, and stores the determinedvalues of the relative distance L and the relative velocity Vr of thetarget and the value of the counter i (indicating the range of the beamscanning) related thereto in a memory of the radar control unit 210.

When the result at the step S65 is negative, it is determined that thepairings of the spectrum level peaks related to the plurality of targetsare not suitably performed. At this time, step S67 is performed. StepS67 stores the data of the spectrum level peaks in one of unfixed-peakareas of the memory of the radar control unit 210. In this embodiment,the stored data at the step S67 includes the value of the counter i, thespectrum level peaks, and the frequencies of the spectrum level peaks.

After the step S66 or the step S67 is performed, step S68 is performed.Step S68 detects whether the value of the counter i is above apredetermined value n. The predetermined value n indicates the finalrange of the beam scanning of the radar unit 120.

When the result at the step S68 is negative, it is determined that theinputting of the data of reflection signals for all the ranges of thebeam scanning is not completed. At this time, the above steps S60through S67 are repeated until the inputting of all the data iscompleted.

When the result at the step S68 is affirmative, it is determined thatthe inputting of all the data is completed. At this time, step S69 isperformed. Step S69 resets the counter i to zero (i←0). After the stepS69 is performed, step S70 in FIG. 31B is performed.

Referring to FIG. 31B, step S70 sets a counter j at an unfixed-peak areanumber. This unfixed-peak area number indicates the unfixed-peak area ofthe memory of the radar control unit 210 in which the data of thespectrum level peaks is stored at the step S67. The value of the counterj at the step S70 indicates a specific one of the unfixed-peak areas ofthe memory of the radar control unit 210.

After the step S70 is performed, step S71 sets a counter k at the value(j−1).

Step S72 detects whether the data of the spectrum level peaks stored inthe unfixed-peak area indicated by the value of the counter k has beenfixed to determine the values of the relative distance and the relativevelocity.

When the result at the step S72 is negative, it is determined that thedata of the spectrum level peaks stored in the area “k” has not beenfixed. At this time, step S73 is performed. Step S73 detects whether thevalue of the counter k is smaller than the value of the counter j.

When the result at the step S73 is affirmative (k<j), step S74decrements the counter k (k←k−1). On the other hand, when the result atthe step S73 is negative (k≧j), step S75 increments the counter k(k←k+1).

After the step S74 or the step S75 is performed, the above step S72 isrepeated until it is determined that the data of the spectrum levelpeaks stored in the area “k” has been fixed.

When the result at the step S72 is affirmative, it is determined thatthe data of the spectrum level peaks stored in the area “k” has beenfixed. At this time, step S76 is performed. Step S76 detects whether thespectrum level peaks stored in the area “k” are the same as those storedin an adjacent unfixed-peak area of the memory which is adjacent to thearea “k”.

When the result at the step S76 is affirmative, it is determined thatthe pairings of the spectrum level peaks are suitably performed based onthe peaks in the adjacent area which are the same. At this time, stepS78 is performed.

On the other hand, when the result at the step S76 is negative, it isdetermined that the pairings of the spectrum level peaks in this casecannot be suitably performed. At this time, step S77 is performed. StepS77 sets the counter k at the value (j+1). After the step S77 isperformed, the above step S72 is repeated.

Step S78 performs the pairings of the spectrum level peaks related tothe data in the area “k” based on the peaks in the adjacent area. Sincethe number of the peaks included in the data in the area “k” is reduced,the pairings of the spectrum level peaks are easily performed.

After the step S78 is performed, step S79 is performed. Step S79performs the pairings of the remaining spectrum level peaks in the datain the area “k” on the order of the frequency of each peak and by usingthe correlation factor as in the steps S64 through S67.

After the step S79 is performed, step S80 is performed. Step S80 detectswhether all the data of the spectrum level peaks stored in all theunfixed-peak areas of the memory have been fixed to determine the valuesof the relative distance and the relative velocity.

When the result at the step S80 is negative, the steps S70 through S79are repeated until all the data of the spectrum level peaks are fixed.On the other hand, when the result at the step S80 is affirmative, thecontrol procedure of the radar control unit 210 at the present cycleends.

It is possible that the radar apparatus of the present embodiment easilyand accurately detects individual targets in a forward direction of thevehicle by separately performing a pairing of the data of receivedreflection signals related to one target and a pairing of the data ofreceived reflection signals related to another target when a pluralityof targets in the forward direction of the vehicle are detected. Byperforming the steps S70 through S78, the radar control unit 210 canseparately perform the pairings of the spectrum level peaks in theunfixed-peak areas related to the plurality of targets, so that therelative distance and the relative velocity of each of the targets canbe easily and accurately determined.

Further, the present invention is not limited to the above-describedembodiments, and variations and modifications may be made according tothe present invention.

What is claimed is:
 1. A radar apparatus of an automotive vehicle,comprising: radar means for radiating an electromagnetic wave to atarget in a forward direction of the vehicle and for receivingreflection beams from the target to detect the target; scanning controlmeans for performing a beam scanning of the radar means to the target sothat the reflection beams during the beam scanning are received; andcenter direction determining means for detecting a distribution patternof the received reflection beams with respect to respective scanningangles of the radar means, for performing a similarity approximation ofthe distribution pattern by using an antenna directional gain pattern ofthe radar means to produce an approximated distribution pattern, and fordetermining a direction of a center of the target based on a peak of theapproximated distribution pattern.
 2. The radar apparatus according toclaim 1, further comprising: correcting means for determining acorrected center scanning angle from a reference range valuecorresponding to a beam scanning range of the radar means for a width ofthe target, and from a scanning angle of the radar means correspondingto a mid-point of lower and upper limits of the scanning angle in thedistribution pattern, when the vehicle is running along a curved pathand the beam scanning range is below the reference range value.
 3. Theradar apparatus according to claim 2, wherein said correcting meansincludes: means for detecting whether the vehicle is running along acurved path, by comparing a radius of curvature of a present path alongwhich the vehicle is presently running with a predetermined referencevalue, said radius of curvature being determined by using a measured yawrate and a measured vehicle speed.
 4. The radar apparatus according toclaim 2, wherein said correcting means includes: means for detectingwhether a beam radiation axis of the radar means directed to the targetis slanting with respect to the forward direction of the vehicle.
 5. Theradar apparatus according to claim 1, wherein, when the vehicle is notrunning along a curved path, said center direction determining meansgenerates a signal indicating the direction of the center of the targetfor a center scanning angle of the radar means.
 6. The radar apparatusaccording to claim 1, wherein, when a beam radiation axis of the radarmeans directed to the target is not slanting with respect to the forwarddirection of the vehicle, said center direction determining meansgenerates a signal indicating the direction of the center of the targetfor a center scanning angle of the radar means.
 7. The radar apparatusaccording to claim 1, further comprising: alarm means for providing awarning of a dangerous condition of the vehicle to a vehicle operatorwhen the vehicle is detected to be in the dangerous condition withrespect to the target, based a relative distance of the target and arelative velocity of the target.
 8. The radar apparatus according toclaim 1, wherein said radar apparatus includes a yaw rate sensorconnected to an electronic control unit, said yaw rate sensor measuringa yaw rate of the vehicle and supplying the measured yaw rate to theelectronic control unit.
 9. The radar apparatus according to claim 1,wherein said radar apparatus includes a vehicle speed sensor connectedto an electronic control unit, said vehicle speed sensor measuring avehicle speed of the vehicle and supplying the measured vehicle speed tothe electronic control unit.
 10. The radar apparatus according to claim1, wherein said radar means is a frequency-modulation-continuous-waveradar unit which radiates an extremely-high-frequency electromagneticwave.
 11. A radar apparatus for an automotive vehicle in which aradiation beam from a radar unit is transmitted to a target in a forwarddirection of the vehicle and reflection beams from the target arereceived so that a relative distance between the target and the vehicleand a relative velocity of the target are detected based on thereflection beams, said radar apparatus comprising: a frequencymodulation unit for modulating a frequency of a radiation signal relatedto the radiation beam, in accordance with a predetermined waveform; abeat signal generating unit for generating a first beat signal from thereflection beams during an up-period for which the frequency of theradiation signal is increasing and a second beat signal from thereflection beams during a down-period for which the frequency of theradiation signal is decreasing; a radar signal processing unit fordetermining spectrum level data, including a first spectrum level offrequency of the first beat signal and a second spectrum level offrequency of the second beat signal, so that the relative distance andthe relative velocity related to the target are determined based on apairing of a peak in the first spectrum level and a peak in the secondspectrum level; a scanning controller for performing a beam scanning ofthe radar unit to the target with respect to a specific one of aplurality of scanning ranges to that the reflection beams with respectto each of the plurality of scanning ranges are received; and a radarcontrol unit for performing the pairing of the spectrum level peaks forthe spectrum level data from the radar signal processing unit, based onthe specific scanning range related to the spectrum level peaks when twoor more pairs of peaks in the first spectrum level and in the secondspectrum level, related to a plurality of targets, are included in thespectrum level data for the specific scanning range.
 12. The radarapparatus according to claim 11, wherein said radar control unit makes adetermination as to whether the pairing of the spectrum level peaks forthe spectrum level data is appropriately performed, by comparing acorrelation factor of the spectrum level data related to the specificone of the plurality of scanning ranges with a threshold value.
 13. Theradar apparatus according to claim 12, wherein said radar control unitstores the spectrum level data for the specific scanning range into oneof a plurality of predetermined areas of a memory when it is determinedthat the correlation factor is not above the threshold value.
 14. Theradar apparatus according to claim 11, wherein, when the spectrum leveldata is stored in one of a plurality of predetermined areas of a memory,said radar control unit makes a determination as to whether the spectrumlevel data has been fixed to determine the relative distance and therelative velocity related to a respective one of the plurality oftargets.
 15. The radar apparatus according to claim 11, wherein, whensaid radar control unit has determined that the spectrum level data hasbeen fixed, said radar control unit makes a determination as to whetherthe spectrum level peaks for the spectrum level data stored in one of aplurality of predetermined areas of a memory are the same as thespectrum level peaks for the spectrum level data stored in an adjacentone of the plurality of predetermined areas.
 16. The radar apparatusaccording to claim 11, wherein, when said radar control unit hasdetermined that the spectrum level peaks for the spectrum level datastored in one of a plurality of predetermined areas of a memory are thesame as the spectrum level peaks for the spectrum level data stored inan adjacent one of the plurality of predetermined areas, said radarcontrol unit performs the pairing of the spectrum level peaks for thespectrum level data stored in said one of the plurality of predeterminedareas.
 17. The radar apparatus according to claim 11, wherein said radarcontrol unit makes a determination as to whether two or more pairs ofpeaks in the first spectrum level and in the second spectrum level,related to the plurality of targets, are included in the spectrum leveldata.
 18. The radar apparatus according to claim 11, wherein said radarcontrol unit determines values of the relative distance and the relativevelocity with respect to each of the plurality of targets for thespecific scanning range and stores the relative distance values, therelative velocity values and the specific ranges of the beam scanningrelated to each of the plurality of targets.
 19. The radar apparatusaccording to claim 11, wherein said radar apparatus includes a steeringangle sensor connected to an electronic control unit, said steeringangle sensor outputting a measured steering angle of the vehicle to theelectronic control unit.
 20. The radar apparatus according to claim 11,wherein said radar apparatus includes a yaw rate sensor connected to anelectronic control unit, said yaw rate sensor outputting a signalindicating a measured yaw rate of the vehicle to the electronic controlunit.
 21. The radar apparatus according to claim 11, wherein said radarapparatus includes a vehicle speed sensor connected to an electroniccontrol unit, said vehicle speed sensor outputting a signal indicating ameasured speed of the vehicle to the electronic control unit.
 22. Theradar apparatus according to claim 11, wherein said radar apparatusincludes a frequency-modulation-continuous-wave radar unit whichradiates an extremely-high-frequency electromagnetic wave as theradiation beam.